Since 02-01-06
U-233 - Part 3
Since 02-01-06
IMPORTANT PREFACE
There are a couple interesting bits of information for this section:
1. The next three boats, U-233, U-234 and U-235 have a huge amount of information, so each will require several issues of our KTB Magazine;
2. There is absolutely NO TRUTH to a story put forth by a guy named Brooks in New England that U-233 was a very rare Type XI boat (none were ever built); that U-233 was in a gun battle with US Navy blimp K-14; and no truth to his story that this boat is secretly sunk in Casco Bay. This was a 2,000 ton Type X-B mine-laying submarine, not the 3,600 ton Type XI submarine cruiser outfitted with four 5 inch guns as Brooks claims. Also note that this boat was sunk about 1,000 miles off the American coast and half the crew was saved so there is no doubt as to which boat this was, what Type she was and where she was sunk. There were no Type XI boats ever built and there is no ‘phantom’ boat in Casco Bay!
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The Following is from Official US Navy Documents
MEN
Typical of the motley character of the crew was the chief boatswain, a man 42 years old who had first enlisted in 1921 and who, with the exception of a brief period on a schoolboat, had no previous U-Boat experience.
The crew as a whole, besides their inexperience, showed little interest in the U-Boat arm, knew little about it and cared less. If they could be taken as typical of the crews now manning the newer German U-Boats, the prospect would be encouraging indeed. But past experience has shown that no general conclusions can be accurately drawn from the appearance of one crew.
CHAPTER V. EARLY HISTORY OF U-233
COMMISSIONING
U-233 was commissioned at Germania Werft, Kiel, on 22 September 1943.
TRIALS AND EXERCISES
After her acceptance trials, which lasted until about the end of October, U-233 proceeded to the Baltic for the usual trials. During tactical exercises at Hela in November/December 1943, U-233 on two occasions laid a full complement of 66 mines. The mines were loaded at Hela and both exercises were said to have been a complete success. It was stated that on neither occasion did any of the mines explode prematurely. The only untoward incident during tactical exercises was when U-233 rammed her bow into a mudbank at a depth of twenty-five to thirty meters. Little damage was done, but extrication proved extremely difficult and the crew were much relieved to see the surface again. Torpedo firing trials were carried out of Gotenhafen & the crew went on Xmas leave in 2 watches from there.
FINAL OVERHAUL
U-233 returned to Kiel for her final overhaul about the beginning of February 1944. During this period the conning tower was rebuilt, the 37mm installed on Platform II & the 105mm forward gun removed. U-233 also was fitted with Wanz G-2 GSR at this time.
FLAK COURSE AND FIRING EXERCISES
About 1 April U-233 went to Swinemünde where members of the crew took a week’s “flak” course. At the conclusion of this a short trip was made to Hela. Here the U-Boat made a few extra trial runs. Some prisoners thought this was for the benefit of the few personnel who had joined the boat when she was in Kiel. U-233 then returned to Swinemünde for a short week’s “flak” firing exercises prior to returning to Kiel to make ready for her first patrol.
U-233 AS A SUPPLY BOAT
Prisoners insisted that, during her trial period, U-233 at no time practiced refueling or any of the other special duties of a supply boat. Some prisoners explained this by the fact that Kapitänleutnant STEEN had formerly been Neumann’s exec. officer on U-117 (a 1600-ton supply boat) and therefore was fully familiar with those details. Others thought that U-233 was not to be used as a supply boat at all, at least not until after her first patrol, and that perhaps they would receive instructions in these duties at Bordeaux. Prior to setting out on her first patrol U-233 apparently embarked a full supply (400 cubic meters) of fuel oil, but prisoners stated that they had little in the way of spare parts or supplies, except what might be needed for a normal length patrol. One prisoner stated that no spare parts for other types of U-Boats were carried.
CHAPTER VI. First & Last Patrol of U-233
KIEL TO KRISTIANSAND
U-233 left Kiel on her 1st patrol at 0800, 27 May 1944. She was accompanied by four or five unidentified 500-ton U-Boats, but they parted company soon after leaving Kiel. U-233 entered Kristiansand at 0700, 29 May.
Cutting their short stay members of the crew saw an unidentified 500-ton U-Boat, whose commander was said to be an Oberleutnant, which was due to leave for Narvik shortly. Two or three of the U-Boats which had left Kiel with U-233 also reappeared at Kristiansand.
DEPARTURE FROM KRISTIANSAND
U-233 left Kristiansand at 1400, 29 May in company with the above mentioned U-Boats. They parted company shortly afterwards and were not seen again.
AIRCRAFT WARNINGS AND ATTACKS
(O.N.I. Note: While all the following events have been confirmed by interrogation, some of the dates and times were obtained from a captured diary and are presumed to be reasonably accurate.)
Soon after leaving Krisiansand U-233 made a deep-diving test and then proceeded submerged. Difficulty was experienced in pumping out the bilges and it had almost been decided to return to Kristiansand when the engineer officer discovered a small chisel in the pump manifold. Some crew members suspected sabotage.
Some time during 30 May twelve very distance depth-charge explosions were heard, but they were not believed directed at them. On 31 May a number of aircraft warnings were received through G.S.R. contacts and on 1 June aircraft were actually sighted. U-233, however, apparently remained undetected.
At 2400 on 1 June U-233 surfaced to recharge batteries and replenish air bottles. At 0100 she was forced to dive by the presence of aircraft and did not surface again until 1200, when prisoners estimated they were off the Shetlands. Shortly thereafter U-233 was attacked by a four motored aircraft thought by a prisoner to have been a SUNDERLAND. She fired on the attacking plane and, despite intermittent jamming on the part of the 37mm gun, hits are believed to have been scored. The plane dropped five bombs and one fell only 25 to 30 meters from the U-Boat; the others were said to have been far less accurate. No damage, however, was caused. The plane flew off and some twenty minutes later U-233 was forced to dive after sighting two more SUNDERLANDs.
In the early morning of 3 June U-233, her batteries low and her air foul, surfaced again. No sooner had the bridge watch taken up their stations, when aircraft again forced the U-Boat to crash-dive. Depth-charges were dropped when the boat was at about 30 meters, but U-233 again escaped without damage. The situation in the boat was now serious and it was absolutely necessary that she surface. An alteration of course was made and U-233 surfaced shortly thereafter. This time she was fortunate enough to find the coast clear and was able to proceed with her recharging unhindered.
ENCOUNTER WITH A DESTROYER
About the middle of the patrol U-233 sighted a destroyer at some distance. Steen began to maneuver into an attacking position, when suddenly the destroyer moved off at high speed. Prisoners believed that she had become aware of the U-boat’s proximity and had decided not to risk an encounter.
FAILURE OF 37-mm GUN
About two weeks after the second aircraft attack, it was decided to fire a few test rounds from the 37mm. Five shells were to be fired, but the first one exploded in the breech, completely wrecking it, but miraculously wounding nobody. The gun was rendered useless for the balance of the patrol and was from then on referred to as the “old broom” (“olle Besen”).
PASSAGE TOWARDS HALIFAX
U-233 mission was to lay mines off Halifax, and she proceeded at slow speed towards that goal with the intention of arriving after the full moon. About twenty hours of each twenty-four were spent submerged and there appears to have been no fixed time adhered to for surfacing and recharging. All prisoners insisted that they know of no plans for acting as a supply boat after the minelaying operation, and it was presumed, though not definitely known, that they were to put into Bordeaux at the conclusion of the patrol.
CHAPTER VII. SINKING OF U-233
U-BOAT SURFACED AT SHALLOW DEPTH
U-233 was proceeding submerged at 30-50 meters in the early evening of 5 July. The U-Boat had come to this level from her usual depth of 60-80 meters to facilitate torpedo servicing in the after compartment and possibly also to attempt some repairs on a damaged tube. (O.N.I. NOTE - As not a single man escaped from the after torpedo compartment, the Diesel or electric motor room, it has not been possible to establish the sequence of events in that part of the boat.) Suddenly a loud whining sound was heard in the boat, followed shortly afterwards by screw noises. Almost immediately afterwards depth-charges exploded all around the boat.
(O.N.I. NOTE - At 1911, 5 July USS BAKER, after gaining sound contact, dropped a full pattern of depth-charges.) The U-Boat was severely shaken up, lights went off the board and loose gear flew all over the boat. U-233 descended rapidly and out of control to about 120 meters.
WATER ENTRY AFT
At 120 meters a water entry aft developed to such a degree that she became stern heavy. It was rumored among survivors, although not confirmed by an eye witness, that a torpedo withdrawn from one of the tubes in the after compartment and which was on the loading rails suddenly slid into the tube with such violence that it disemboweled a torpedoman who happened to be in the way. Survivors conjecture this may have damaged the tube cap thereby increasing the water entry.
SECOND DEPTH CHARGE ATTACK
The U-Boat continued to sink by the stern at an alarming angle, rapidly getting out of control. Shortly after this a second pattern of depth-charges exploded around the boat without, however, causing much further damage.
(O.N.I. NOTE - At 1920 BAKER dropped a second pattern of depth-charges set at shallow.) Shortly thereafter the order was given to blow tanks and the U-Boat slowly came to the surface, regaining an even keel as she did so.
The order to abandon ship was given immediately and the engineer officer was the first through the conning tower hatch. The fire from the attacking destroyers was by this time heavy and accurate and the engineer was hit and slumped down in the conning tower.
Several other crew members who tried to leave the boat by this means were also killed or badly wounded and the conning tower became something of a shambles. The 30 survivors who were ultimately rescued all escaped from the boat by the forward hatch.
U-233 RAMMED AND SUNK
(O.N.I. NOTE - At 1930 Commander Escort Division 48 ordered THOMAS to ram the submarine. At 1946 THOMAS rammed the submarine abaft the conning tower. U-233 then sank beneath THOMAS.)
With the exception of those trapped in the after part of the boat, the whole crew had abandoned ship before the U-Boat was rammed.
Prisoners were emphatic that no attempt was made to man the guns, stating that the fire to which they were subjected made this impossible. No signal was sent to Control advising them of U-233’s sinking.
Thirty survivors were picked up, 10 by BAKER and 20 by THOMAS. Kapitänleutnant Steen, who died later, was buried at sea.
ANNEX: Crew List of U-233 and U.S. Equivalents
of German Naval Ranks and Ratings
SURVIVORS:
NAME Rank/Rating U.S. Equal AGE
Betzin, Albert Leutnant zS d.R. Ensign (Res) 25
Gärtner, Karl Leutnant zS Ensign 22
Huar, Ulrich Oberfähnrich zS d.R. Midshipman 20
Siepe, Heinholf Obersteuermann Quartermaster 28
Görbing, Werner Steuermannsmaat Quartermaster 24
Hubel, Heinrich Stabsbootsmann Chief Bos’n 42
Ramus, Karl Bootsmaat Coxwain 24
Wackowitz, Arno Matrosenobergefreiter Seaman 1st 19
Reichinger, Josef Matrosenobergefreiter Seaman 1st 20
Bauckloh, Heinz Matrosenobergefreiter Seaman 1st 20
Haüsele, Ernst Matrosenobergefreiter Seaman 1st 19
Madeja, Günther Matrosenobergefreiter Seaman 1st 21
Krüger, Herbert Matrosenobergefreiter Seaman 1st 20
Heinberg, Theo Matrosenobergefreiter Seaman 1st 20
Meyl, Martin Matrosengefreiter Seaman 2nd 22
Reuther, Fritz Matrosengefreiter Seaman 2nd 20
Krahl, Gerhard Matrosengefreiter Seaman 2nd 21
Brenntführer,
Wilhelm Obermaschinist Machinist 30
Terp, Karl Obermachinenmaat Machinist Mate 23
Rode, Helmut Maschinenmaat Fireman 1st 22
Spieler, Gregor Maschinengefreiter Fireman 3rd 20
Schneider,
Hermann Maschinengefreiter Fireman 3rd 19
Wichum, Walter Maschinengefreiter Fireman 3rd 19
Sommer, Walter Maschinengefreiter Fireman 3rd 20
Rafalski, Walter Oberfunkmeister Chief radioman 28
(He served on U-123 in 1942)
Engelmann,
Ludwig Funkmaat Radioman 3rd 23
Simon, Kurt Mechanikersmaat Mate, Torpedo 23
Ernst, Heinz Mechanikerobergefreiter Seaman 1st 20
Petselberger,
Christian Sanitätsobergefreiter Seaman 1st 20
CASUALTIES:
Steen, Hans Kapitänleutnant Lieutenant
Bartling, Wilhelm Oberleutnant (Ing) Lieutenant (j.g. Engineering duties only
Möller Marineoberassistantsarzt Lieutenant (j.g.)
Weiner Obermachinist Machinist
Riegeltalner Bootsmaat Coxwain
USN was unable to ascertain first names or ranks for the following:
Renk Schlömer Henschker Brückmann
Heincke Bouszonville Hüttner Broke
Rohleder Lorenz Klink Wilder
Rother Rotter Ruschau Hennes
Puderbach Bremer Metzinger Frenzel
Schenk Hermann Friedrich Schellhorn
Rodenbach Vossler
This is the end of the U.S. Navy reports which were once marked ‘SECRET’.
In September of 1988, several of the survivors of U-233 had a reunion in Baltimore with veterans of the ships and air crews of the USS CARD task group.
“Yesterday’s Enemies are Today’s Friends.”